This article is not about people. It's about forums. The sad part is, the following is just a tiny collection of statements made on forums that evidence astonishingly limited powersports maintenance understanding. I mean, it's really bad advice. Typical in fact, of what's on powersports user forums. And again, it is ideas, fallacies, I am critiquing here, not people. These are just a few of the wrong things forums propagate.

As I always tell CBX owners, if you want your 600+ pound CBX to perform like a Vespa, then sure, accept that compression. It's a long way from the 170 psi the bike was manufactured with. What a shock you will get if you have that sick engine properly rebuilt. Of course, forums are uniformly "in denial" in regard to where that compression went.

How often? How about every 3500 miles? And really, as often as you touch any tuning aspect of your motorcycle's engine. Common sense, this.

The U.S. model CBX alternator produces more power than the alternator on the GL1100, the touring bike that was contemporary with it. I don't think 350 watts is something to disregard. And neither is the alternator a bad design. It's not "crap".

One, the CB650 does not have CDI ignition. Two, an ignition coil's potential is just that, potential, not what will ever be observed. And three, the vintage SOHC CB650 is a really good performing motorcycle.

This is so messed up it's hard to know where to begin. Vintage Honda SOHC fours read exactly 170 psi cylinder compression at sea level when they are rebuilt using quality, factory or factory-like parts and professional technique. Not only that, no career mechanic has ever failed to get accurate compression readings. We don't use toy tools.

There is no good reason to do this. Not because of ethanol, not because of changes to gasoline, and not because Honda made the carbs too lean.

No. The green Dyna coils work fine on the CBX. Of course, no aftermarket coil increases performance on a well-maintained, perfectly-tuned machine to begin with. But, whatever. Choose 2.2 ohm, 3 ohm, or 5 ohm. It does not make any difference.

Ultrasonic machines do not clean through vibration. They clean by cavitation.

No stock Honda valve made before the mid 1980s can be refaced. There is a bulletin on this. And it has nothing to do with a cam's (not valve's) nitriding, or the procedure known as valve lapping.

Whoa, how many fallacies can there be in just one post? One, the screens were in use way before the CBX existed--on the SOHC 750 for example--and also on several models introduced since. Two, the factory screens do not disintegrate. More than fifty years and counting, virtually all of them are still in use. It's the kit screens that are junk.

Actually, an englarged bore, even a "big bore", automatically increases fuel richness. It does not lean the engine, so an increased bore does not necessitate richer carburetor jetting.

No. Honda did not make vintage streetbike carburetors too lean. They made them to need maintenance.

Nonsense. If I had an SOHC four that didn't charge until 2500 rpm I would get it fixed. Normal breakeven with headlight off is 1300 rpm and only a bit more with the light on.

No. If the battery discharges at 3500 rpm the system needs to be troubleshooted and repaired.

No. No. No.

Never. Do not abrade your float valve seats!

This is ignorant. Professional mechanics have for generations known that cam bearings can be swapped from one first-gen DOHC four to another with no ill result.

Not so. First, Dyna modules are fairly low quality and no where near as good performing as the stock ignition. Second, that said, many many people have run Dynas without the issues opined here.

Career mechanics know well that ignition issues can indeed mimic fuel ones, even to the point of coloring the spark plug. It's merely common sense. One of the jobs of ignition is to keep the plugs clean.

Bad advice. Carburetor experts know very well that enlarging the holes does virtually nothing that can be detected in street use.

No. Not close to being reality. Even a beginning mechanic knows the issue is air filter restriction, not vacuum signal. Moreover, the CV carb's slide does not move as this post implies. It is not a linear proposition and the slide does not even start to lift until 1/4 to 1/2 throttle. And further, less slide movement at the same rpm will result in richness, not leanness.